Machine for designing intersections



July 14, 1953 c. BECK-MEYER MACHINE FOR DESIGNING mTERsEQTmNs 4vSheets-Sheet 1 Filed April 16, 1951 July 14, 1953 c. BECK-MEYER '2,645,040

MACHINE FOR DESIGNING INTERSECTIONS Filed April 16, 1951 4 Shets-Sheet CHRIST/AN BECK-MEYER,

IN VEN TOR.

HUEB/VER, 8E E HL E l?, WORREL HERZ/G,

E@ A TTORNEKS.

,QAMM M July 14, 1953 c. BECK-MEYER l 215453040 MACHINE FoRzDEsIGNING INTERSECTIONS Filed April 1e, 1951 4-'s1eetsLsheet 5 HUEBNER, BEEHLER,

I WORRE'L 8 HERZ/G,

AHORA/EVS.

July 14, 1953 c. BECK-MEYER 2,645,040

MACHINE FOR DESIGNING NTERSECTIONS.

Filed April 16, 1951 l 4 Sheetse3heet 4 CHRIST/AN BECK-MEYER,

' IN VEN TOR.

HUEBNER BEE HLER, WORREL 8 HERZ/G A T ORA/EVS. BV

Patented July 14, 1953 UNITED STATESI PATENT OFFICE MACHINE FOR DESIGNING INTRSECTIONS Christian Beck-Meyer, Burbank, Calif. Application April `16, 1951, Serial No.' 221,215

The invention relatesto drawing and engineering instruments and has particular reference to a machine which is capable of being set up after a relatively minimum amount of calculation has been done in such a fashion that more or less compound curves as are encountered in highway construction can be laid out in a graphic fashion so that once the machine has been set up, actual figures can be taken by reading portions of the machine and these figures used in constructing such intersection.

Among the objects or the invention is to provide a new and improved machine which is capable of laying out graphically the different surface curvature encountered when two roadways intersect.

Another object of the invention is to ,provide a new and improved machine adapted to demonstrate the manner in which grades are established at the intersection of roadways or highways so that the proper curvature at the junction is more readily understood, the machine being one especially well adapted to teaching engineering students and demonstrating graphically conditions which might be arrived at arithmetically. Y

Still another object of the 'invention is to provide a new and improved machine forsetting up graphically thev compound curvature of intersecting highways or roadways which is provided with individual stations capable of being adjusted from a common datum to the end that curves will be correctly arrived at even though the roadways are pitched on slopes runninglengthwise with the roadway or on slopes running transverse thereto, the machine being sufficiently adjustable so that the intersection may be correctly calculated with substantially a minimum resort to mathematical calculations regardless of the angle at which the roadways intersect; l

With these and other objects in view, .the invention consists in the construction, arrangement and combination of the various parts of the device whereby the objects contemplated are attained, as hereinafter set forth, pointed out in the appended claims and illustrated in the accompanying drawings.

In the drawings:

Figure l is a perspective View of a plottedV intersection of roadways intersecting at an blique angle showing points on a datum plane and corresponding points on the surface, the points on the surface being points read after the machine of the invention is set up.`

Figure 2 is a plan view of the machine showing roadways intersecting at right angles.

Figure 3 is a perspective view of the machine with the roadways intersecting at right angles. Figure 4 is a fragmentary vertical sectional view of adjustable parts of the machine taken on the line 4 4 of Figure 2.

Figure 5 is a fragmentary perspective view partially in section showing a bracket of the type adapted to hold transversely disposed parts of the machine taken on the line 5-5 of Figure Figure 6 is a fragmentary perspective view showing a typical construction where longitudinal channels or elements of the machine cross each other one over the other.

`Figure 7 is a detailed perspective view partially in section showing one of the adjusting rods especially adapted for use at the corner of the intersection.

Figure 8 is an exploded perspective View showing the manner of attachment of longitudinally disposed channels at the end of any one of the sections.

Although the science of engineering has for a long time given a great deal of attention to the design and construction of highways and roadways, the steady increase in automobile traffic has led to more and more roads which mean in consequence more and :more intersections. Roadways of days past have been of insufiici'ent capacity when accommodating two traic lanes and two parking lanes at the side, should the roadways be city streets. As the amount of traffic has increased, the demand for wider and wider roadways andstreets has also increased.

Although the design of intersections for wide streets where as much as six and eight lanes of traffic in each direction are contemplated does not diier fundamentally from the design Vof narrower roads and streets, there is, on the other hand, a considerable increase in the routine work of arriving at the necessary elevations which may be used in the actual construction of the intersecting highways or roadways. The labor involved in calculating those elevations for a smooth intersection is further increased when the intersection lies on a hillside with the high-v ways or roadways approaching each other on different grades, the smoothness of the intersection being further affected by the frequent necessity for drainage across the intersection.

Further still, when engineers relatively new to engineering problems in connection with highway construction are to be instructed in proper design,` it has been found that those engineers new to such problems find it diicult to visualize the proper design for the transverse sections which exist when multiple lane highways intersect at odd angles and grades. It therefore becomes highly advantageous in instructing new engineers to be able to present for their inspection and study a graphic reproduction of many different types of intersections featuring multiple lane highways.

In the design and construction of a machine for designing intersections disclosed herein there is provided essentially a basic multiple lane intersecting highway or roadway scheme showing by way of example six lanes in each direction which may be referred to as a series, the lanes being assumed to be ten foot lanes which has been found satisfactory in actual practice. To make the machine suiiiciently versatile and at the same time easily workable in accommodating it to the many different grades encountered, the plan is one assuming a horizontal datum plane for the series of multiple lane highways running transverse to each other with special provision of elevating devices so arranged that they can be set in order to have their tops in alignment with the planned road surface elevation in such manner that regardless of what grades the intersecting highways may have or what curvature may be selected for the crowns and the intersection the elevating devices may be set at such distances above the datum plane that they can accommodate all elevations Without it being necessary to tilt the basic framework of the machine.

In a form of the machine chosen by way of example and illustrated in plan view in Figure 2 and in perspective in Figure 3, there is shown a frame indicated generally by the reference character I which is composed of vertical columns II, one at each corner which support between them in one direction horizontal beams I2 and I3 and in a direction transverse thereto horizontal beams I4 and I5. Ordinarily the elevation of the horizontal beams which comprise supporting members for the machine would be made about table height.

Supported by and lying transverse to the horizontal beams I4 and I5 is one series of channel elements or parallel lane elements identified by the reference character I6 which typies a sixlane highway or roadway. Another six-lane highway or roadway is typified by a second series I1 of similar channel elements or parallel lane elements. The second series of channel elements extend across and are supported by the horizontal supporting beams I2 and I3. In the embodiment selected for illustrative purposes the series of channel elements I6 and I1 are shown intersecting at right angles to each other.

The series of channel elements I6 for convenience are assumed to be permanently attached to the frame and directly to the supporting beams I4 and I5. The channel elements I8 are identical so that a description of one will suiiice for all. Each channel element in the embodiment illustrated consists of side members I9 and 20 set on edge and spaced from each other by use of spacing blocks 2 I. Details of the spacing blocks are also illustrated in Figure 8, the spacing blocks there being shown as fixed between the channel by screws 22.

The series of channel elements I6 are secured to the frame by securing only the centermost channel element by means of a bracket 23, details of which are shown in Figure 5. The location of two `such brackets 23 which hold down the centermost channel element of series I6 is illustrated in Figure 2. As shown in Figure 5 the bracket 23 is attached by means of a screw or bolt 24 to the horizontal beam I4. The bracket is furthermore provided with recesses 25 adapted to receive the sides I9 and 20 of the channel element and includes an overlying portion 26 which is instrumental in holding the centermost channel element down upon vthe frame.

At each end of the series I6 is an adjusting channel 30 which extends across the ends of all of the channel elements in the series. The centermost channel element of the series I6 is attached to the center of the adjusting channel provided the series depicting the highway is divided into an even number of lanes. The other channel elements are similarly attached to the adjusting channel at spaced intervals selected in accordance with the highway design. The manner of attachment is best illustrated in Figure 8. To make the attachment adjustable, the adjusting channel is constructed of an upper slat 3I and a lower slat 32 spaced from each other to provide a slot 33 therebetween, the upper and lower slats being held together by strips 34 at the ends. The spacer blocks 2| at the ends of the channel elements are provided with bolts 35 which extend through the slot 33 and may be secured in place by wing nuts 36. The adjusting channel is preferably provided with marks to indicate the proper location of the channel elements as, for example, the marks 23 and 30 illustrated in Figure 8 with an intermediate mark which would indicate 20, 25 and 30 feet respectively, measured from the center line of the series I6 which would be illustrative of the center line of the highway. For convenience the adjusting channel 30 is customarily made wider than the maximum width depicted by the series I6 so that should occasion require, the spacing of the dividing lines between lanes of the highway could be varied to suit individual circumstances.

The series I1 of channel elements is illustrated in Figures 2 and 3 as lying over and transverse to the series I6 at right angles. The series I1 is constructed of similar channel elements 40, seven in number, so as to provide also a sixlane highway or roadway in the example chosen for illustration. In the series I1 there is also a centermost channel element which is fastened to the centermost channel element of the series I6. Details of the fastening means are best viewed in Figure 6. In the construction there shown Vspecial spacer blocks 4I and 42 are provided fastened respectively to the channels I8 and 40 by means of conventional screws or bolts. The special spacer blocks have provided therein holes 43 and 44 which-are in alignment and which accommodate a bolt 45. The bolt A45 is therefore used to secure the series I 6 and I1 of channel elements one with respect to the other but may be loosened to permit the series of channel elements I1 to be rotated .in a horizontal plane with vrespect to the relatively stationary channel elements I6 whenever the intersection is at an angle other than degrees.

The channel elements 40 are all similar in construction and `constructed in a fashion similar to the channel elements I8. Spacer blocks 46 are provided at the ends and at intermediate points in order to space side members 41 and 48 at a proper distance from each other. For series I1 there is also provided an adjusting channel d@ at each end which isV constructed in the same manner as the adjusting channel 30.

In order to properly illustrate curved corners at the intersections, each corner is provided with a corner guideiis. The guide 50 is preferably constructed of some ilexible material andis provided with an elongated slot 5I at 'one end where it adjoins the adjacent channel element 40 and a widened portion 52 containingv an elongated slot 53 where the corner guide adjoinsthe adjacent channel element I8. Appropriate bolts-having wing nuts Sli thereon extend through the elongated slots and by reason of the fact that the slot-s are elongated, the corner guide may be pressed inwardly and there tightened in position for curves of short radius or extended outwardly and there tightened for curves of longer radius. The adjustability of the corner guides is also necessary when the intersection of the series iii and Il is changed from a .S-degree intersection to an intersection at some diiferent angle.

inasmuch as the top surfaces of the channel elements are at a higher elevation than the top surfaces of the channel elements I3, there are provided spacer channels Si) lying abover and transverse to the channel elements I8 asbest seen in Figure 3. The spacer channels 60 have spacer blocks I at the ends so as to separate sides 52 and 53 of the spacer channels a proper distance apart. The construction referred to is best seen in the exploded view, vFigure 8. By making the spacer channels the same height as the channel elements dil, the top surfaces of the spacer channels will lie in the same horizontal plane as the top surfaces of the channel elements di).

To set off the curvature of the top surface of the intersection there are provided elevator rods lil, locations of some of which are illustrated in Figures 2 and Details of the elevator rod mcuntings are shown in Figure 4. As illustrated in Figure 4, the elevator rods are shown as stiff bars which can be adjusted up and down so that the tops of the rods depict the surface of the.

intersecting highways or roadways. Figure 4, by way of example, shows the attachment of elevator rods Iii to the channel elements I8 at the junctions of the channel element I8 with spacer channels Bil. The attachment is facilitated by employment of a sleeve I I of such size that it nts loosely in the spaces between the sides of the channel elements. The sleeve is split at 'I2 and is adapted to receive nuts I3 and ,14 at threaded ends of the sleeve for holding the sleeve and the rod in a selectedgposition. The

nut 'ifi may be so dimensioned with respect to the threaded portion of the sleeve that screwing inwardly on the nut will press the split sides of the sleeve together to effect a irictional grip on the rod "is, thereby holding it in a selected position of vertical adjustment. The tops of the rods iii may further be provided with intersecting holes 'i5 and 'it through which a string may be passed simulating the surface of the highway in a fashion later to be described.

At the corner Yguides similar elevator rods I0 may be employed. A typical vfastening means is illustrated in Figure 7. As there shown abracket 'il' is fashioned with an inwardly extending pressure portion i8 and nanges I9 by means of which the bracket is attached to the corner guide 50'. The pressure portion 'I8 pressesYV frictionally against the elevator rod I0 so as to hold it`re-Y To additionally stiifen the apparatus once a proper spacing has been established for ,the channel elements in series I6, a clevis 8E! may be utilized having a hooked portion 8l underlying and engaging the horizontal supportingbeam I4. A

flange 84 is illustrated as spanning the space between the sides of the channel element I8 having an aperture therethrough for reception of a threaded end 82 of the clevis upon which a nut 83 is screwed to hold the channel element Iii -vdown againstthe horizontal supporting beam I4. A similar clevis is illustratedas being employed for each of the channel elements except theV centermost channel element.

Although only a few elevator rods I0 are shown located in their several positions,y in Figures 2 and 3, it is understood that the plan is to provide a great number of such elevator rodsso positionedthat by connecting together the tops of the rods a grade line can be drawn across the simulated highway at any number of selected intervals. The number of intervals aresuggested in Figure 3 which shows the spacing of the elevator rods along adjacent intersecting channel elements at outside edges of the 4highways and also spacing of the elevator rods across the highway in each instance. When strings are stretched to the tops of-all the. elevator rods, the strings will depict the surface curvature of the intersection as suggested in Figure l'.

For convenience in use of a machine of the type herein described, the machine may be constructed so that the scale in a horizontal planel is 21/2 inches representing 20 feet and the scale in a vertical direction 21/2 inches representing l foot. Scaled in this fashion the machine coincides with current and accepted scales which are used by engineers in developinghighway intersections for this type of work. f

For establishing a right angle intersection let it be assumed that the grade depicted by the center line or centermost channel element of series I7 is a down grade from upper left to lower' right and that the grade of series I6 along the center line is level. For working out afsection for those relative grades it is suggested that the highway depicted by the series I5 be pitched laterally on a grade comparable Vto the center line grade of the series Il. Zero point for calculationsin the intersection is so marked and is the axis or center of the bolt 65. rI'he elevation of zero is not initially known and is arrived at graphically.

`Standard transverse sections of the highways or streets are known elements in setting up the device. The standard sections are known for each end of each of the series of channel elements IB and I'i. Center line grades Vof the standard sections-are arrived at by customary and conventional engineering means, these grades beingY provided, from survey data. It may further be assumed that grades and standard sections are known at stations Iii, Ii and |92 at the lower right-hand end of the series Il'.r Correspondingly, it may be assumed also that standard sections and grades are known for stations 20D, 20| and 22y for the series Iii at the'lower left-hand end. Corresponding known sections and grades may also be assumed to be known for the iirst threestations at the opposite end of each of the series I6 and I. With those Vstations known the unknown portion ofthe problem lies in thefgrades at Veach of a number of selected points within and immediately approaching the intersection." The stations ofthe intersection'arev figured outwardly from zero and evenly spaced in accordance with some selected spacing suited to the topography of the section of road in which the intersection lies. A spacing of ten feet from center to center of the stations or center to center of the elevator rods along any one channel has been found usually to be satisfactory.

After the spacing has been determined the elevator rods are located on each of the channel elements in accordance with the selected spacing. For convenience all of the rods may be slid downwardly in the sleeves to approximately the same elevation with respect to the upper surfaces of the channel elements 40 and spacer channels 60. It will also be remembered that the upper surfaces of the channel elements 40 and spacer channels 60 lie in a common horizontal plane which may be assumed as a -datum plane one foot below the lowest elevation found in the given survey data. This will be the elevation of the lowest point at the center line of the standard sections at some one of the ends of the sections of the series I6 and Il. In the example illustrated the lowest point will be the centermost elevator rod at the station 00.

If preferred for initially setting up the machine, the elevations at the standard sections at the ends of the intersection for two stations inwardly from the ends may be set off to scale horizontally on profile paper and the vertical elevation points correspondingly scaled. By use thereafter of a splined line which is conventional in this type of designing, the grade of the center line may be adjusted through the intersection between points of known elevation along the series l1, for example. In this fashion the grade of zero point is established graphically. The center line of series I1 is selected for the reason that the pitch or grade of the highway depicted by the series I1 is downwardly from left to right Whereas the grade depicted by the center line of the series I6 may be assumed to be level. Since drainage will also be in the direction of the center line of the series Il, it is preferable to establish the flow lines at the edge of the highway depicted by the series This now line at the edge may be established by use of prole paper and a splined line drawn thereon in the same fashion as the center line grade was established.

Splines ordinarily used for this work in drafting and designing are long flexible rulers which are pinned to known points along a grade line and adjusted by experience to determine the unknown grade between the known grades.

Since the highway depicted by the series as illustrated by the endmost standard section set up in Figure 3 has a slight crown, the low points will be at the side edges along what is commonly designated the flow line. By following the procedure just described the ow lines at the edges of the section extending from right to left are determined and established. These are then set up on the machine by setting the elevation of the tops of the elevator rods 10 to conform to the elevations found by use of the profile paper and splined lines drawn thereon.

Splined lines `drawn on prole paper may also preferably be used to initially determine the grades around the corners if corners of the intersection are to be rounded. To establish such grades, known grades at the standard sections of the flow lines adjacent one corner are known. Let it be assumed by way of example that the grade around the flow line determined by the the first three stations |00, |0| and |02 are known. So also are the grades for the stations 200, 20| and 202. A radius of curvature is then selected for the corner, one-fourth of the circumference of a circle of the selected radius is calculated, and this will be the horizontal distance around the corner. The grades which are known are then laid out or plotted on prof-lle paper to the selected vertical scale and the distance is plotted horizontally by use of the distance between stations |00, |0|, |02, etc., plus the distance around the curve. By use of a splined line of the type already described, grades around the Curve C may thus be established graphically. Once known, elevator rods 10 may be set at proper elevations around the corner. As a matter of custom, the curve is usually split at quarter points for convenience, although for short curves a curve split at the mid-point may provide a sufcient number of elevation points.

After the tops of the elevator rods along the center line of the series and also along the flow lines at the side edges of series have been established, a string 90 may be stretched from the top of one elevator rod 'l0 to another, the

string being passed through one or another of the holes 'I5 or 1B at the top of the elevator rod. A portion of the string 00 illustrated in Figure 3 follows the ow line on the left-hand side of the highway depicted by the series A string 9| extending through the tops of the elevator rods 'I0 at the left end of the series |6 shows the surface line across the surface of a standard section where the high side of the section is at the left-hand side of the road as viewed in Figure 3 and the low side is at the right-hand side, the center line being intermediate high and low elevations.

Stations 200, 20| and 202 at both ends of the highway depicted by section I6 are determined as standard sections at known elevations. A string 93 is stretched from the corner elevator rod 'I0 at the lower left-hand end to the corner elevator rod at the right-hand end or lower righthand end of the series |6 and this string will be brought into engagement with the elevator rod 10 immediately at the lower corner and thereafter carried to the elevator rod along the center line of the series |1 from which it is led to the elevator -rod in the corner adjacent the corner previously referred to as the curve C and thence to the elevator rods and stations 202, 20| and 200, respectively, at the right-hand end of the series The remaining elevator rods are rst set along the channel elements of the series Il, that is Y to say, the channel elements intermediate the center line and the flow lines, Locations of the tops of the elevator rods along those channels are determined by stretching strings similar to the strings already described from the stations |00, |0| and |02 wherein the elevator rods are on standard sections, the strings being carried from the stations at one end of the series |l to the other. These strings will 1ie on substantially the same grade as the center line and ow lines of the series but each string will follow a different elevation though pitched at the same grade. The strings thus threaded `will dene cross sections conforming to the pattern established by the string 9|.

To determine the shape of the intersection where the channel elements I8 of the series IE Join those of the series l1, similar strings are comer C, is to be established, The Vgrades for stretched from the tops of the elevator rods 10 at the stations 200, 20| and 202 at opposite ends of the series and these are dipped to meet the flow line determined by the string 90, then carried over the crown of the road depicted along the series I? down into the dip to the flow line at the other side and thence back on grade to the stations 200, 20| and 202 at the upper end or right-hand end of the series I6.

Once center lines and ow lines have been established along the ruling grade, that is, along the grade which will determine the drainage, the lines along the grade of the crossing highway can be worked in by eye by shifting the elevator rods up or clown in order to determine a smooth curve at the intersection. When all of the elevator rods have been set to a satisfactory pattern, the conformation of the intersection can be viewed as it would appear in its finished form. Moreover, the grade elevation at any point among those points selected as locations for the elevator rods can be determined by measuring up from the datum plane to the top of the elevator rod, thus giving the distance from the datum plane to the surface of the road as it will eventually be constructed. These readings can lbe transferred to plansV which are ultimately used in the actual construction of the intersection.

The foregoing explanation of the operation of the device assumes a right angle intersection. The device is equally applicable to an intersection atfother than right angles as suggested by Figure 1. In Figure 1 there is illustrated what would be the surface appearance of an intersection at grades somewhat comparable to the grades referred to in connection with the right angle intersection but wherein the highways or streets intersect at an angle of about 70 degrees measuring the smaller of the two angles of intersection. As the channel elements Ml of the series "l are rotated, they maintain their relative spacing and attachment to the adjusting channels 49 at the ends, the entire series moving as a unit. During this movement also the channels i8 comprising the series I6 remain fixed in their spaced positions upon the respective horizontal supporting beams i4 and I5. It becomes necessary, however, if there is any considerable rotation of the series l1 with respect to the series It, to remove the spacer channels immediately adjacent the outer edges of ow lines of the series If the new intersection is a l-degree intersection such as that illustrated in Figure 1, the

` two nearest spacer channels will need to be replaced with spacer channels of shorter length as suggested by lines |05 and |06 in Figure l. i

The same replacement will need to be eiected on the opposite side of the series I1 as suggested by the lines |91 and |03. Channels 60, illustrated by the lines |535 and |01 of Figure l, are about one-half the length of the channels 60 shown in Figure 2, whereas the channels along the lines it@ and |08 are about three-quarters of the length of those channels shown in Figure 2.

As suggested by the line |09, it would become necessary to remove the elevator rods at the right end of that line as Well as at the right-hand end of the line H0 because of the new angular position of the series. The standard sections at stations Iil, lill and |02 `of the series of channel elements is shown in Figure 1 Also shown there are standard sections at stations 200, and 202 at both ends of the series I6 of channel elements. The datum plane I is a plane horizontal and including the top surfaces of all of the channel elements and the spacer channel elements .60.

In Figure 1 the flow lines at the sides of the series ofchannel elements |l are illustrated respectively bythe lines v||2 and ||3. Flow lines at the curves which would be similar to the curves are illustrated by the lines i4 and l i5. Center lines are illustrated respectively by the lines ||6 for the series I6 and I|'| for the series Flow lines for the series I6 are illustrated by the lines I I8 and I9. By lining up the elevator rods l0 to produce the pattern illustrated in Figure 1, Awhich would be the pattern depicted by strings extending through vthe holes at the tops of the elevator rods,the conformation of the intersection is graphically illustrated and the curves may be rounded out to a desired smoothness while at the same time maintaining a passage for drainage n along the flow lines I|2 and H3. After Vthe pattern has been thus established, it can readily be visualized what the elevation or the various and sundry points is above an established datum plane exposed length of the rod lu at each station, the

height of Va corresponding point in the intersection above a datum plane can be determined and corresponding elevations marked on the ground when the intersection is to be built.

By use of the machine described herein it will .be appreciated that highways having multiple lanes can be gured for the form of intersection at almost any angle wherein two such highways would ordinarily intersect. It will further be appreciated that by proper manipulation of the elevator rods, curves and grades of almost every conceivable sort can be laid out in order to illustrate a workable intersection of highways where such grades are involved. No matter how cornplex may be the curvature of the surfaces thus joined, the curvature can be smoothed out by appropriate manipulation of the elevator rods and the actual elevation determined by measuring the distances from the tops of the elevator rods to the established datum plane. The more complex the intersection, the more readily it can be visualized by an inspection of the developed intersection after it has been set up on the machine. It will furthermore be appreciated that Y intersections where one street joins an established street can be worked out with equal facility by merely disregarding the extra leg of the respective series.

There has thus been disclosed and described a machine for designing intersections which is readily workable and of such versatility that it can be adapted to almost any situation within the limits of the machine. Moreover, the parts are simply constructed and easily workable so that the machine is a practical machine 1both for engineering calculations and for teaching the theory of such determinations.

While I have herein shown and described my invention in what I have conceived to be the most practical and preferred embodiment, it is recognized that departures may be made therefrom within the scope of my invention, which is not to be limited to the details disclosed herein but is to be accorded the full scope of the claims so as to embrace any and all equivalent devices.

Having described my invention, what I claim as new and desire to secure by Letters Patent is:

l. In a machine for designing intersections a frame, a rst series of laterally spaced parallel lane elements extending across the frame in one direction, transverse members for holding said lane elements and laterally adjustable connections between the lane elements and the transverse members adapted to hold said lane elements at selected laterally spaced intervals, a second series of laterally spaced parallel lane elements extending across the frame and the first series of lane elements, transverse members for holding said lane elements of the second series and laterally adjustable connections between the lane elements of said second series and said` lastidentied lane elements, and a plurality of elevation devices for each lane'element, each elevation device having an adjustable connection to the respective lane element and a vertical rod in each device having a vertically slidable adjustment with respect to the lane element.

2. In a machine for designing intersections a frame, a rst series of laterally spaced parallel lane elements extending across the frame in one direction, transverse members and laterally adjustable connections between the lane elements and said transverse members adapted to hold said lane elements at selected laterally spaced intervals, a second series of laterally spaced parallel lane elements extending across the frame and the first series of lane elements, transverse members and laterally adjustable connections between said last identied transverse members and the lane elements of the second series, and a plurality of elevation devices for each lane element, each device having an adjustable connection to the respective lane element and rod therein having a vertically slidable adjustment with respect to the lane element.

3. In a machine for designing intersections a frame, a rst series of laterally spaced parallel lane elements extending across the frame in one direction, transverse end members and laterally adjustable connections between the lane elements and said end members, a second series of laterally spaced parallel lane elements extending across the frame over the rst series in a direction transverse thereto, transverse end members and laterally adjustable connections between said last identied end members and the second series of lane elements, a series of spacer elements extending transversely over the first series or" lane elements parallel to and at the same elevation as said second series of lane elements on both sides thereof, one surface of said spacer elements and the lane members of said second series being adaptable as a datum plane, said spacer elements being adjustably connected to the lane elements of said rst series, and a plurality of elevation devices for each lane element, some of said elevation devices comprising the connections between the spacer elements and the lane elements of the rst series, each elevation device having an adjustable connection to the respective lane element and including a vertical rod having a vertically slidable adjustment with respect to the lane element, the tops of said rods having means adapted to receive strings interconnecting said rods.

4. In a machine for designing intersections a frame having horizontal supporting members, a

first series of laterally spaced parallel lane elements extending across the frame in one direction and adapted to be xed upon the frame at selected intervals, a second series of laterally spaced parallel lane elements extending across the frame in a direction transverse to the rst series, said second series being adjustable in a horizontal plane angularly relative to the rst series, and a plurality of elevator rod holders releasably secured on each lane element adapted to be moved to s'electedpositions along the channel and elevator rods in the holders having a resistant vertically movable connection to the respective holders adapted to be raised to selected elevations thereabove.

5. In a machine for designing intersections a framev having horizontal supporting members, a first series of vlaterally spaced parallel channel elements Vextending across the supporting members in one direction and adapted to be fixed upon the frame at selected intervals, a second series of lateraly spaced parallel channel elements extending across other supporting members in a direction transverse to the rst series, and a plurality of elevator rod holders slidable within each channel element and adapted to be moved to selected positions along the channel element, a rod in each holder having a resistant vertically movable connection to the holder and adapted to be moved to selected elevations above the channel element, and string means adapted to interconnect the tops of the rods.

6. In a machine for designing intersections a frame having horizontal supporting members, a rst series of laterally spaced parallel lane elements extending across the supporting members in one direction and adapted to be fixed upon the frame at selected intervals, a second series of laterally spaced parallel lane elementsl extending across other supporting members in a direction transvesre to the rst series and transverse members extending across and adjustably secured to the lane element of the second series, said second series being pivotally secured on a vertical axis to said rst series and being adjustable angularly relative to the first series, a plurality of elevator rod holders on each lane element having a releasable connection thereto adapted to be moved to selected positions along the lane elements and a rod in each of said holders having a resistant vertically movable connection therein adapted to be raised to selected elevations above the respective lane, and flexible curved corner elements and at least one Variable attachment between each corner element and the next adjacent lane element on the two series whereby the corner` elements are adjustable to variable curvatures and lengths.

7. In a machine for designing intersections a frame having horizontal supporting members, a rst series of laterally spaced parallel channel elements extending across the supporting members in one direction and adapted to be fixed upon the frame at selected intervals, a second series of laterally spaced parallel channel elements extending across other supporting members in a direction transverse to the rst series and overlying the rst series, channel elements in one series being pivotally secured on a vertical axis to channel elements in the other series and being adjustable angularly in a horizontal plane relative to each other, sets of channel members parallel to said second series of channel elements and overlying said rst series of 13 channel elements and adapted to be spaced at selected intervals to correspond with the spacing of said second series of channel elements and a .plurality of elevator rod holders releasably secured on each channel element and adapted to be moved to selected positions along the chanH nel element and a rod in each holder having a resistant vertically movable connection thereto adapted to be moved to selected elevations above the channel element, means adapted to inter- 10 14 connect the tops of the rods, and curved corner elements having an attachment to outside channel elements of the first and second series adjustably attached to said last identified channel elements for varying the length and curvature;

CHRISTIAN BECLMEYER.

No references cited. 

